guild



G. RB GUILD.

RELAY.

YAPPLICATION msn MAR. 23. 191s.

1,305,092., 4 Patented May 27,1919.

2 SHEETS-*SHEET L.

G. R. GUILD.

RELAY.

APPLICATION `FILED MAR. 23. 191s.

135,09 Panted May 27,1919.

2 SHEETS-SHEET 2.

'NTED STATES PATENT FFQE.

GEORGE R. GUILD, OF THE UNITED STATES ARMY, ASSIGNOR OF ONE-HALF TO C. T. PAYTON, 0F ST. LOUIS, MISSOURI.

RELAY.

To all whom t may concern.'

Be it known that I, GEORGE R. GUiLD, a citizen of the United States, and an officer of the United States Army, stationed at Baltimore, Maryland, have invented a certain new and useful Improvement in Relays, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to a relay particularly applicable for use in connection with the electrical circuits of practically all forms of signaling systems and particularly those utilized in connection with railways for the guidance and control of trains.

The principal objects of my invention are, to provide a relay which is simple in construction and operation, applicable for a wide variety of uses, comprises comparatively few operating parts, and said relay being positive and efficient in performing the functions for which it is intended.

With the foregoing and other objects in view, my invention consists in certain novel features of construction and arrangement of parts, hereinafter more fully described and.

claimed, and illustrated in the accompanying drawings, in which- Figure 1 is a diagrammatic view of a relay constructed in accordance with my invention, the operating parts thereof being in neutral positions and said relay being connected to railway track rails.

Figs. 2 and 3 are diagrammatic views of the relay with the operating parts thereof shifted into different positions and with arrows showing the travel of the current through the various connections and as will occur under different conditions.

Fig. 4 is a diagrammatic view illustrating a block or section of a railway track and signal lamp system for said block and my improved relay associated with said signal system.

Referring by numerals to the accompanying drawings whichv illustrate a practical embodiment of my invention, 10, 11, 12 and 13 designate respectively, coils or solenoids which are arranged in pairs asv shown, and pivotally mounted upon a suitable axis 14;

Specification of Letters Patent.

Patented May 27, 1919.

Application filed March 23. 1918. Serial No. 224.169.

at a central point between said coils or solenoids is a bar 15 of metal, preferably soft iron, which is adapted to swing laterally under the attraction of the coils as the latter are energized.

Bearing upon the sides of this bar above and below the axis or pivot point are the ends of comparatively light springs 16, the same tending to normally maintain the bar 15 in a central position between the solenoids. These springs are notl strong enough to resist the movement of the pivoted bar when the same swings to one side or the other under the influence of the solenoids, but when said solenoids are denergized, said springs will return the bar to its normal or central position.

Located adjacent to the inner end of coil 10 is a pair of contacts 17 and 18 and located adjacent to the inner end of coil 11 is a similar pair' of contacts 19 and 20. Contact members 17 and 19 are preferably formed of resilient material and kthey are formed slightly longer than the members 18 and 20 so that their extended ends lie directly in the path of travel of one end of bar 15 when the latter is swung in one direction or the other under the influence of the solenoids.

Under normal conditions or with bar 15 in a central position, the contacts 17 and 18 and 19 and 20 are closed.

Located adjacent to the inner end of coil 12 are contact members 21 and 22 and located adjacent to the inner end of coil 13 is a pair of contact members 23 and 24. Under normal conditions, these last mentioned contact members are normally open or out of engagement with each other. Contact members 22 and 24 are preferably formed of resilient metal and they are made longer than the members 21 and 23 so that their extended ends lie directly in the path of travel of the corresponding end of pivoted bar 15, when the latter is swung in one direction or the other .under the influence of the solenoids.

The numerals 25 and 26 designate the rails of the railway track with which my improved relay is associated, and 27 the line conductor which extends between the relay and the signaling device at the end of the block controlled by the relay. The inner 105 ends of this conductor 27 are connected diand 13 are conductors 34 and 35.V Leading from conductor 34 to contact member 23 is a conductor 36 and leading from conductor 35 to contact member 22 is a conductor 37. Leading from line 27 to coils 10 and 11 are conductors 38 and 39.

Connecting contacts 17 andl 24 is a conductor 40 the latter being connected to coils 10 and 12, and connecting contacts 19 and 22 is a conductor 41, the latter being connected to coils 11 and 13.

In Fig. 2 I have shown rails 25 and 26 short-circuited by the axle and wheels a of a car or locomotive entering the block from the lefthand and traveling toward therighthand. As soon as this short-circuiting action takes place or as soon as the train enters the lefthand end of the block, battery 28 will discharge current through conductor 30, from'thence through a portion of line 27, thence through closed contacts 18 and 17, thence through conductor 40 to coil .12, thereby energizing the latter, and from this coilV 12, the current travels through conductor 34, lefthand portion of rail 26, thence f through the car trucks to rail 25, and thence through conductor 32 lback to battery 28. As coil 12 is thus energized, it will act upon bar 15 and swing the same into the position illustrated in Fig. 2, whereupon contacts `21 and 22 will be closed and contacts 19 and 20 opened. Thus coils 10 and 13 are shunted out so that neither can respond and so that bar in its shifted position.

either coil 12 or 11 is permitted to respond.

It will be understood that under normal conditions or while bar 15 is in neutral position, as illustrated in Fig. 1, all of the coils are ready to operate. -In the event that the circuit in which battery 28 is located is closed before the circuit in which battery 29 is located is closed, coil 12 will be energized to attract bar 15 thereby preventingy coil 13 from responding but at the same time permitting coil 11 to assist in retaining the Of the four coils, 12 or 13 is always ready or in condition to swing the bar in one direction or the other, and when the bar is turned or shifted one of these coils is cut out and one of the diagonally opposite coils is cut in to act as a holding coil. Y tracts the bar, coil 10 remains out of circuit, coil 11 is cut into circuit, and coil 13v is cut out of circuit. Howevenif batteryV 29 functions before battery 28, then coil 13l actuates For instance, if coil 12 at.-A

but when completely turned, as illustrated in Figs. 2 and 3, the end portions of said bar are immediately Yadjacent to a pair of cores but they do not make physical contact therewith.

As the axle and wheels a pass across the break in rail 26 or from the position shown by solid lines in Fig. 2 to the position shown by dotted lines in said figure, the bar 15 maintains its shifted position by virtue of the fact that coil 11 is energized from battery 29, saidcurrent passing from said battery through conductor 31, a portion of line 27, conductor 39, coil 11, conductor 41, contacts 21 and 22, the latter being forced into contacting position by pressure of the lower end of the bar 15, and from thence said current passes through conductors 37 and 35 to the righthand portion of rail 26, thence across the truck to rail 25, and from thence through conductor 33 back to battery 29.

During the time the train is passing from the lefthand'portion of the block, z'. e., from the portion to the leftv of break to the righthand portion, coils 11 and 12 are enthereby cutting out the current to the coil 11 which has been energized andimmediately springs 16 act to return bar 15 to its normal or central position. j

' Vhen a train enters the righthand end of the block and moves in thefdirection indicated by the arrow on the wheel carrying axle illustrated on the track rails in Fig. 3, the track rails will be short-circuited by the axles and wheels of the first truck, with the result that coil v13 will receive current from battery 29 andthereb, be energized, conse'- Y quently actingon bar so that the latter is shifted to the position illustrated in Fig. 3,

Vsuch action opening'contacts 17 and 18'and coils ready to receive current which two coils operate oppositely against the end portions of a pivotally mounted bar and that when one of these coils receives current it actuates the bar so as to cut out the other coil and cut in a third coil, the latter being located so that when the current is cut ofi'a to the first coil, the third coil will hold the bar in its shifted position.

In Fig. 4 I have shown my improved relay associated with a simple form of railway block signal system, the same including red and green lamps at both ends of the block for the guidance of train operators.

My improved relay is located at a central point on the block and the pivoted lever or bar 15 is adapted to make contact to close circuits in which are located relays M and N, the latter controlling the circuits in which the signal lamps are located.

When a train enters the lefthand end of the block, coil 12 is energized as hereinbefore described, thereby shifting bar 15 into the position illustrated in Fig. 4, whereupon battery Y furnishes current through bar 15f and connections to relay M, thereby shifting the armature of said last mentioned relay in a position to close the circuit in which the green lamp at the lefthand end of the block is located. Thus this green lamp burns as long as the train is on the block, and consequently warning the operator of a succeeding train that there is a train on the block ahead and that said train is proceeding or moving ahead. As bar 15 is shifted as just described, the circuit in which relay N is located is broken, thereby permitting the armature for said last mentioned relay to move into position to close the circuit at the righthand end of the block in which the red lamp is located, with the result that a signal or warning is given to the -effect that there is a train on the block and that said train is moving forward or toward the righthand.

lVhen there is no train on the block, bar 15 is moved to its central or neutral position with the result that battery Y is furnishing current to both relays M and N, consequently shifting the armatures of said relays into positions to close the circuits in which the green lamps are located, thereby causing both of the latter to burn.

Obviously, my improved relay can be advantageously utilized in connection with other forms of block signal and railway train control systems, it only being necessary to preserve the particular arrangement of the relative positions of the coils, the position of the bar with respect to said coils and the arrangement of the contacts which are opened and closed by the bar.

It will be readily understood that minor changes in the size, form and construction of the various parts of my improved relay may be made and substituted for those herein shown and described, without departing from the spirit of my invention, the scope of whichis set forth in the appended claims.

I claim;

1. In a relay, solenoids arranged in pairs, a normally open circuit in which each pair of solenoids is located, a shunt-circuit for each pair of solenoids, each shunt-circuit being provided 'with a pair of normally closed contacts and a pair of normally open contacts, and means adapted to be actuated by the solenoids when energized for opening one pair of the normally closed contacts and closing one pair of the normally open contacts.

2. In a relay, solenoids arranged in pairs, a normally open circuit in which each pair of solenoids is located, a shunt-circuit for each pair of solenoids, each shunt-circuit being provided with a pair of normally closed contacts and a pair of normally open contacts, means adapted to be actuated by the solenoids when energized for opening one pair of the normally closed contacts and closing one pair of the normally open contacts, and means for normally maintaining said solenoid actuated means in neutral position between the solenoids.

3. In a relay, a pair of normally open circuits, a pair of solenoids in each circuit, the pairs of solenoids being oppositely disposed with respect to each other, normally closed shunt-circuits for two of the solenoids, normally open shunt-circuits for the other two solenoids, and means arranged between the solenoids and adapted to be actuated by the latter when energized for opening one of the normally closed shuntcircuits and closing one of the normally open shunt-circuits.

4e. The combination with a section of railway track, one of the rails of which is continuous and the other rail being provided with a break, of a relay comprising two circuits, each of which includes the continuous track rail and one of the sections of the broken rail, a pair of solenoids in each circuit, a shunt-circuit for each pair of solenoids, which shunt-circuit includes a pair of normally closed contacts and a pair of normally open contacts, and a pivotally mounted member arranged between the solenoids and adapted to be actuated thereby, and which member is adapted to simultaneously open a pair of the normally closed contacts and close a pair of the normally open contacts in either one of the shuntcircuits.

5. The combination with a section of railway track, one of the rails of which is continuous and the other rail being provided with a break, of a relay comprising two circuits, each of which includes the continuous track rail and one of the sections of the broken rail, a source of electrical energy Yforeach circuit, a pair of solenoids in each circuit, a shunt-circuit for each pair of solenoids, .which shunt-circuit includes a vpair of normally closed contacts and a; pair of i normally open contacts, a pivotally mounted member arranged, between the solenoids and adapted to be actuated thereby, which member `is adapted to simultaneously open a pair of the normally closed contacts. and close a pair of .the normally open contacts in either 'one of the shunt-circuits, and means for normally maintaining the pivotally mounted member in neutral position between the solenoids.

6. In a relay, two pairs of solenoids, a normally open circuit for each pair of solenoids, ashujnt-circuit for each solenoid, each yshunt-circuit being provided with a pair of contacts whereby they may be opened or closed, and a member adapted to -be actuated by the solenoids when energized for simultaneously opening the shunt-cirouit for one solenoid of either pair and closing thedshuntcircuit of the corresponding Solenoi Y In testimony whereof I hereunto aiiX my signature this 18th day of March, 1918.

GEORGE n. GUILD.

vWitnesses DEBORAH L. WEBSTER, EDNA REELY.

Copics'of this patent may be obtained for` iive cents each, by addressing the Commissioner of Patents,v

i Washington, ID.r C. 

